Explosive-engine.



W/ZZZZ/ EXPLOSIVE ENGINE.

APPLICATION FILED DEO.14, 1905. 1,012,635. 7 Patented Dec. 26, 1911;

4 SHEETS-SHEET 1.

Mlhmru Bmqw F. S .'HARMER. EXPLOSIVE ENGINE.

APPLICATION FILED DEO.14, 1905. 1,012,635 Patented Dec.26, 1911.

4 SHEBTSSHEBT 3.

P. S. HARMER.

BXPLOSIVE ENGINE.

' APPLICATION IILED DEO.14, 1905.

Patented Dec. 26, 1911.

4 SHEETS-SHEET 4.

whim W Be it known that I, FREDERICK S. HARMER,

- FREDERICK S. HARMEB, OF COLUMBUS, OHIO,

EXPLOSIVE-ENGINE.

Specification of Letters Patent.

Patented Dec. 2 1911.

Application filed December 14, 1905'. Serial No. 291,685.- Y

To all who'm tt concern:

a citizen of. the United States, residing at Columbus, in'the county of Franklin and State of Ohio, have invented certain new and useful Improvements in Explosive-Engines, of which the following is a specification, reference being had to the drawingsaccompanying and forming part of. the same.

My invention relates chiefly to systems for cooling the heated parts of an explosive engine, more particularly engines of the type in whichthe explosion chamber or cylinder is provided on its exterior with heat radiating flanges, webs or ribs. It is common to absorb heat from such parts by causing acirculation of air or other gaseous cooling medium around and between the jflanges, so as to cause'a rapid absorption of heat by the constant supplying of relatively ,cool air. .,The usual plan is to provide a blower, asfor example, a'disk-fan, mposition to throw its blast directlyon the flanged cylinder. It has also been. proposed to provide a series of pipes or tubes, extending transversely .through the flanges. These pipes or tubes are connected with a suitable pump or blower, so that air may be circulated through them, with the intention of absorbing the heat of the flanges more rapidly than is possible by simply blowing upon them, as in the method first mentioned above. I may state that, broadly considered, the plan of providing air tubes through theflanges is an old and well understood expedient in the art.

My invention departs radically from all the various constructions with which I am familiar. In the first place, I do not locate my air tubes transversely to the flangesthat is to say, extending through the flanges,

from one flange to the other ;on the contrary, I locate the tubes or conduits entirely within the flanges. Hence, where the flanges are arranged parallel to the axisof the'cyl- I inder, the conduits may be formed simply by boring from end to end each or as many of the flanges as desired. These bores are then connected preferably with an air main which is in turn connected with suitable means for blowing or drawing air through the conduits. I- also prefer to combine with the conduit system, means for discharging air upon the exterior of the flanged cylinder, by

means of air jets located between the flanges so as to direct the currents of air along or parallel and in contact with the flanges.

With this arrangement the flanges are exposed both inside and out to cooling streams of air, with the result that the consequent absorption of heat from the flanges is more rapid and more nearly uniform under all conditions of use than in any other system with which I am familiar.

The fundamental principle of my invention resides therefore in subjecting the flanges to a gaseous cooling medium by circulating such medium through the interiorof the flanges, by means of pipes or conduits lying within the same, as opposed to extending across them. With. this system I may, if desired, combine the feature 'of'sub- .jecting the exterior of the flanges also to air currents.

The nature of the invention can be more readily understood from a description of the preferred embodiment, and the same is .ings,

Figure 1 is a side elevation, partly in sec-.

tion, of an internal combustion engineembodyingmy improvements. Fig. 2 is a vertical sectional View, taken on line II, Fig. 1,

showing one of the cylinders, and various other parts. Fig. 3 is a horizontal section through a cylinder, showing the arrangement of heat-radiating ribs or. flalnges,.with theair conduits. Fig. 4 is top plan view of a cylinder with the valves and igniting devices removed. Fig. 5 is a vertical section on a plane at right angles to that of Fig. 2.

Fig. 6 is a vertical longitudinal sectional view showing a-convenientfan or blower, and thedriving mechanism therefor. Fig. 7 is an end view of the centrifugal clutch detherefore illustrated in the annexed draw-.

vice for connecting the fan or blower with its driving mechanism. Fig. 8 is a detail view in side elevation of the rotating fan.

--Referring now more particularly to Fig. 1, ,A indicates the cylinders, one or more in number, of any approved type of internal .combustion 'engine, the said cylinders being preferably arranged with their axes vertical, as shown, in accordance with the prevailin practice in the case of engines designe for driving automobiles. B is the crank case, and C the usual fly-wheel. Each cylinder is provided with numerous heat-radiating ribs. as a Figs. 2, 3,4, and 5, and each rib is preferably; divided, as clearly shown in Fig. 3, to provide two fins, a a. By preference the ribs are parallel with the axis of the cylinder, that is, they extend longi-- tudinally thereof.- In each rib is a conduit. as a formed by a-suitable core when the cylinderis cast, or drilled out afterward. If desired the conduit may be provided with an inner tube or lining, as (1 These tubes may be placed in position after the bores are formed or they may be placed in the mold in which the cylinder is cast, in which case they constitute the cores which produce the bores or conduits. The ribs a and fins a 'extend some distance down the cylinder, preferably at least to the lower limit of the travel of-the piston D. At the lower ends of the ribsis a casing A through which the cylinder or cylinders extend. This casing constitutes a main for carrying air to the conduits a, which open into it at their lower ends. At the end'ofthe engine opposite the flywheel is a blower, connected 'to a branched pipe A the lower branch ,of which delivers the air to the main A. Theupper ends of the conduits a are open, and discharge freely into the atmosphere.

The cylinder head is preferably spherical or dome-shaped, as shown in Figs. 1 and 2, and on opposite sides of the same are valved passages, indicated by a, a", one for supplying the combustible gas to the'cylinder and the other. for discharging the products of combustion. Between these passages the head or dome is provided with ribs, a, Figs.-

4 and 5,each havin an air conduit, like the ribs on the side of t e cylinder. These conduits converge and open into a central chamher A on top of the cylinder head, and each chamber is connected with" an' upper main A, which is in turn connected with the now be readily understood.

'finally issuing the latterribs' on the head, as will be seen by the arrows in Fig. 2,

- thereby having some cooling effect on these l E, is located in the head chamber, so that 1t ribs as well as on the others. At the sametime air flows'along the upper main A to the chambers at the tops of the cylinders, from whence it passes into the head con- 'duits, absorbing heat from the head and finally issuing betweenvertical ribs on the sides of the cylinder. The result is a very rapid cooling of the heated parts of the englne. I v

-It will be observed that the spark plug,

is continually bathed by the current of cool air-- coming from the upper main. This arrangement is an important feature of my invention.

Itlis desirable that the valved passagesa,

vides in each case, and flows around the valve casing, finally issuing through the various apertures around the passage. By this The air from the chamberentering the first mentioned openings d1- means the cooling-of the valve and passage is materially improved, and the means 'whereby this improved effect is attained is also an important feature of my invention. The fan or blower is inclo'sed in a suitable casing F, provided with central openings for the admission of air and located at the end of the crank shaft F. consists of a hub 1, provided with spokes f, in the ends of which are secured rings or rims f Extending axially between and se-' pured to the rings are the buckets or blades 3 form shown in Fig. 8, and may be made by stamping from sheet metal a blank and bending the same into the' proper form. Extending axially from the hub f is a gear rim g, meshing with a gear g on countershaft 9 The countershaft also has a gear g meshing with a gear g on the hub g rotatable about the sleeve 71. on the crank shaft F". The gear-g is hollow, and Within the'same are the centrifugally actuated friction clutch devices shown in Fig. 7. On the sleeve h, which is keyed to the shaft F, are oppositely extending radial arms 11., to which are pivoted the weight levers h, which are in turn connected by links h to friction shoes h adapted and arranged to engage the inner surface of the hollow gear 9* when the levers or arms h are thrown when the engine is started. In this way the sudden torque of the. engine is communicated'slowly and gently to the fan,,so that the same is relieved of any injurious strains when the engine starts. The blower and driving mechanism just described are like wise important parts of my invention.

It will be observed that the lower air mam, A is in communication with the interior of the cylinder through one or more ports p, 1), located below the position of the piston whenat the upper end of its travel, so that air from the air main A is admitted to cool the interior of the cylinder below the The latter are preferably of the scoop- The fan itself out-by centrifugal force, as will happenand form partof my invention, but may or may not be used, as desired. Another fea ture of value. is the dome-shaped cylinder head and concave piston, producing a spherical explosion chamber, as shown in Fig. 2.

The specific elements and the particular arrangement thereof herein described constitute merely the preferred embodiment of 10 my invention, which of course may be embodied in a variety of forms without departure from its proper scope, which I believe to, bedefined by' the following claims. What I claim is:. 5 1. In an internal combustion engine, the combination of two or more cylinders, each provided with heat-radiating ribs or flanges extending longitudinally of the said cylinders, each rib or flange being provided with an internal longitudinal air conduit, an air main common to the air conduits .of the several cylinders, a'blower, driving mechanism between the engine and the blower to actuate the latter, and means for delivering air from the blower to the said air main, as set forth. 2. In an internal combustion engine, the combination of a cylinder-provided on its sides with longitudinal heat-radiating ribs or flanges having internal air conduits and provided with radially extending heat-radiating ribs or flanges on its head, also having internal air conduits, a blower, means for connecting the blower with the inner ends of the conduits in the said radial ribs or flanges, and means for connecting the blower with the ends of the longitudinal conduits farthest removed from the cylinder head, as set forth. v

3. In an internal combustion engine, the combination of a plurality of vertical cylinders each provided with vertical air conduits, heads for the cylinders, each provided with air conduits extending radially from the center of the head, a blower, an air main connecting the blower and inner ends of conduits in the cylinder heads, and an air main connecting the blower and the lower orifices of the vertical conduits, as set forth.

4. In an internal combustion engine, the combination of a cylinder provided with longitudinal air conduits-open at the head of the cylinder, .a blower connected with the other ends of the conduits, a head for the cylinder provided with air conduits extending radially and having theirouter ends open and adjacent to the open ends of the longitudinal conduits, and means for connecting the blower with the inner ends of the radial conduits, as set forth.

5. In an internal combustion engine, the.

combination of a cylinder 'rovided with longitudinal"heat-radiating r1bs having air -conduits therein open at the head of the cyl-' inder, a blower connected with the ends of the conduits farthest from the head, radialsaid main, as set forth.

radiating ribs or flanges on the cylinder head, terminating adjacent to the open ends of longitudinal conduits, in staggered relation thereto and provided with air conduits.

open at their outer ends, and means for'con- 7 necting the inner ends of the radial conduits with the blower; whereby air will flow through the radial conduits and be d-ischarged between and parallel with the adjacent longitudinal ribs or flanges;- and former, the said means including a centrifus5 gally actuated clutch, as set forth.

7. The combination of an internal combustion engine having a crank-shaft, a rotary blower for supplying air to,cool the engine, said blower being rotatably mounted on the crank shaft, a counter shaft operatively connected with-the. crank shaft, and mechanism connecting the counter shaft with the blower to drive the latter, the said mechanism including a centrifugally actuated clutch, as set forth. J v

8. In an internal combustion engine, the combination of a plurality of cylinders arranged side by side, longitudinally extending heat-radiating ribs on the cylinders, provided with internal air conduits, an air main extending across the cylinders and communicating with the several air conduits the ribs, and a blower .arranged to deliver air to 9. In an internal combustion engine, combination, a plurality of cylinders having side walls provided with ports adapted to be uncovered by the engine pistons in their inward travel and to be closed by the pistons in their outer positions,'and an air main conveying air to the cylinders to cool the exterior thereof and communicating with the interior of the cylinders through said ports whereb to deliver cool air into the cylinders to cool he same and their pistons.

10. In an internal combustion engine, in combination, a cylinder having in its side wall one or more-ports adapted to be uncovered by the engine piston in its inward travel and to be closed by the piston when the same is in its outer position, and an air main conveying cool air to cool the exterior of the, cylinder and communicating with the interior of the cylinder through said port or ports, whereby cool air will be delivered to the interior of the-cylinder.from the air main, as set forth.

' 11. Ina drivingl'device .for engine fans,

the combination with an .explosive engine adapted tovariahle loads and speeds,-and a fan adapted to cool the engine; of a drivingconnection between the en inc and the fan '12. In a comprising a frictional drlving mechanism and centrifugally actuated means for varying the frictional engagement of the mecha'.

nism as the s eed of the engine varies.

adaptedcto variable loads and speeds, and a fan adapted to coolthe engine; of a driving connection between the engine and the fan comprising a clutch and a centrifugally actuated automatic means for throwing the clutch into and out of engagement as the 15 1 speed of the engine varies.

FREDERICK S. HARMER; Witnesses:

C. A. HOWELL, A. M. HARRISON. 

